Arrangement to protect running trains



Feb. 1, 1927.

S. A. SPANNINGA ARRANGEMENT TO PROTECT RUNNING TRAINS- 2 Sheets -Sheeu lFiled Aug. 20. 1924 /NVENTOR SrofFE flSP/i/VMNG/i ,qrro/wg'm S. A.SPANNINGA ARRANGEMENT TO PROTECT RUNNING TRAINS Feb. 1, 1927.

ed Aug. 20. 1924 2 Sheets-Sheet 2 arromvgys Patented Feb 1, 1927.

U TE S T STOFFER ALLER SPANNINGA, OLE J'O'U'RE, NETHERLANDS.

ARRANGEMENT TO PROTECT RUNNING TRAINS.

Application filed. August 20, 1924, Serial No. 733,0?1, and in theNetherlands December 22, 1922.

This invention relates to improvements in train control systems, and hasfor one of its objects to provide an improved apparatus forautomatically effecting the operation of a signal, the speed controlthrottle valve, or the braking mechanism of the train.

Another object is to successively cause the operation of either thesignal and throttle valve, or of the signal, the throttle valve andbraking mechanism, and to record the number and nature of the operationsautomatically effected.

The above and other objectswill appear more clearly from the followingdetailed description, when taken in connection with the accompanyingdrawings, which illustrate a preferred embodiment of the inventive idea.

In the drawings- Figure 1 is a fragmentary top plan view of themechanism comprising the invention;

Figure 2 is a longitudinal section through the pressure controlmechanism;

Figure 3 is a similar view through one of the bearings for the shaftwhich is associated with said control mechanism;

Figure 4 is a View partly in elevation and partly in longitudinalsection of a throttle valve and means for controlling the samerespectively Figures 5, 6 and 7 are vertical longitudinal sections of avalve device forming a part of the means shown in Figure 4:, said devicebeing illustrated in different positions of operation; and

Figure 8 is a vertical longitudinal section through the recordingmechanism associated with the means of Figure 4.

Referring to the drawings, and more particularly to Figure 1, thenumeral 1 indi cates the rails of a trackway, bar 2 constituting acontact element of a signal apparatus, said bar being hinged at 3, sothat the same may be moved to a parallel or inoperative positionrelative to the rails, or to a diagonal or operative position withrespect to said rails. A rod 4 is also connected to the bar 2 andcontrolled by a means (not shown) for moving the bar 2 to its operativeand inoperative positions. Separate bars 2 are utilized for controllingthe operation of a signal on the train, such as a whistle, the speedcontrol throttle valve and the braking mechanism and each of these barsis of a different length, the bar 2 for controlling the throttle valvebeing preferably twice as long as that for the signal and the bar forcontrolling the braking mechanism preferably being as long as the firstmentioned bar. If desired, the bar 2 for controlling the throttle valveso that the speed of the train will be reduced by the closing of saidvalve may be rigidly mounted between the rails 1 in an inclined positioninstead of being hinged as In this instance the closing of the throttlevalve would be entirely automatically controlled instead of dependingupon the engineer of atrain or the operation of a signal by a switchman.

Preferably forwardly of the front axle 5 of the locomotive is anon-rotatable shaft 6 arranged substantially parallel to said axle andhaving a longitudinal movement relative to its axis. The ends of theshaft 6 are mounted for sliding movement in the bearings 7 and 8 andalso, intermediate its ends, is movable in the housing 9 of a pressurecontrol mechanism, the ends of the shaft being provided with slots 10 inwhich lugs 11 of the bearings engage in order to prevent rotation of theshaft. The shaft fur ther carries a wheel 12 having a flange 13, saidwheel and flangebeing capable of engagement with any of the bars 2 whenthe latter are in a diagonal or operative position, the engagement ofsaid flange with either of the bars operatingto shift the shaft 6 toaccomplish the control of said signal, throttle valve or brakingmechanism in a manner which will presently appear. WVhen the shaft 6 ismoved to the ieft, as viewed in Figure 1, the spring 1 coiled about saidshaft between the bearing '2' and the housing 9 is compressed so thatwhen the shaft is free to return to its normal position afterdisengagement of the wheel 12 from the bar 2 the same will do so underthe influence of said spring.

It is desirable, in order to effectively accomplish the control of thesignal, throttle valve or brakingmechanisin, that the return movement ofthe shaft be retarded and for this purpose there is provided a fluidpressure reservoir 15 which is connected to one end of the bearing 8 bymeans of a pipe 16. Disposed within he bearing adjacent the end of thepipe 16 mounted therein is a spring controlled valve 15' having arestricted opening 17 for admitting fluid pressure into the bearingbehind one end of the shaft 6.

Then the shaft is operateda space between the same and the valve isfilled with the fluid from the reservoir 15 which then forms a cushion.As the shaft 6 is returned toward its normal position the fluid iscompressed in the bearing by reason of the restricted opening 17 in thevalve 15, which is now closed, and which opening permits of the fluidslowly returning into the reservoir 15 as the shaft 6 is restored tonormal. I

The housing 9 is connected to a source of air supply for the brakingmechanism of the train by means of a pipe 18 so that air pressure mayenter the passages 19. 20 and 21 extending transversely of said housing.These passages communicate, respectively, with pipes 22, 23 and 24.through which the air pressure passes to control the operation of theaforementioned cylinder signal, throttle valve and braking mechanism.The passages 19, 20 and 21 have portions thereof arranged on oppositesides of the shaft 6 and are normally closed by said shaft and also by avalve 25 connected to the shaft and slidable in the housing. In theportion of the shaft 6 slidable within the housing 9 said shaft isprovided with three circumferential grooves 26. 27 and 28, the groove 28being capable, when the shaft is moved to the left. of registering witheither of the passages 19, 20 or 21 depending upon the extent ofmovement of the shaft, the groove 27 with either the passage 19 or 20and the grooves 26 with the passage 19. Thus the groove 28 willsuccessively register with said passages and at the same time the valve25 will successively open said passages to admit of pressure from thepipe 18 passing therethrough and into the pipes 22, 23 and 24:.

When the shaft 6 is operated by contact of the wheel 12 with theshortest of the bars 2, said shaft will only move sufficiently to theleft to register the groove 28 with the passage 19. Air pressure willthen enter the pipe 22 which may be directly connected to a signal (notshown) such as a whistle of the locomotive, which will then be operatedto warn the engineer of the train of impending danger. Should the wheel.12 engage a bar 2 of the intermediate length the shaft 6 will be movedsufliciently to successively register the groove 28 with the passages 19and 20 and also bring the groove 27 into registration with the passage19. By this means the signal will be operated and pressure will enterthe pipe 23 to automatically control the means illustrated in Figure 4for closing the throttle valve and thereby reducing the speed of thetrain. In the event that the wheel 12 engages the longest of the bars 2the shaft 16 is moved to the limit of its operative position whereuponthe groove 28 will successively register with the passsages 19, 20 and21, the groove 27 with the passages 19 and 20, and the groove 26 withthe passage 19. In this manner the signal is operated, the throttlevalve is closed, and pressure is admitted to the pipe 2st toautomatically operate the brakes of the train. A controlling mechanism.such as illustrated in longitudinal section in Figure +1, may also beutilized in connection with the operation of the signal and brakingmechanism and since this control mechanism may be of the sameconstruction in each intsance the description thereof in connection withthe control of the throttle valve will suffice for a completeunderstanding of the invention.

Referring now to Figure 41, a conventional form of throttle valveconstruction is shown wherein the handle or lever 29 of said valve hasconnected thereto one end of a piston rod 30 having a piston 31 thereonoperable in the cylinder 32. The pipe 24 is connected to one end of thecylinder 32 and mounted interiorly of said cylinder adjacent said end isa valve casing 33 in which the valve 31 is slidable, said valveincluding a valve rod 35 projecting on opposite sides of the valve andhaving at one end a ball bearing 36 yieldingly held in engagement withthe rod 30 by means of the coil spring 37 within the valve casing andengaging the valve 34;.

Then pressure enters the valve casing 33 beneath the valve 31, at whichtime the bars are in the position shown in Figures 4 and 6, saidpressure will raise the valve against the tension of the spring 37 andin so doing the port 38 in the casing 33 will be passed by the valve topermit of said pressure entering the cylinder 32 and forcing the piston31 therein to the left, as viewed in Figure 4. The valve mechanism isthen in the position shown in Figure '7. As the piston 31 is thus movedit will be apparent that the handle 29 is operated and upon the pistonreaching the limit of its movement at the opposite end of the cylinder32 the same will then have been forced pasta signal 39 in the form of awhistle which is then sounded by the escape of air pressure from thecylinder. When the air pressure has entirely escaped from the cylinderthe sounding of the whistle will cease, indicating to the engineer ofthe train that he may, desired, again open the throttle valve by amanual operation of the handle 29. After the piston 31 has reached theleft-hand end of the cylinder 32 to permit of the escape of the airpressure through the signal 39 the shaft 6 will start its returnmovement with the result that the pressure will be shut off from thepipe 24 thus permitting the spring 37 to restore the valve 3st towardits normal position. At this time the r cess 10 in the rod '30 isdirectly beneath the valve with the result that the bearing 36 willenter said recess and the parts will assume the position shown in Figure5. Any pressure remaining within the cylinder 32 the pawl 43 preventingreturn movement of the recording mechanism. the mechanism, no-rmallyconcealed, is uti-- lized'to restore the recording mechanism to A knob44 of zero.

It will thus be seen that should the engineer of a train permit thesameto pass a caution or danger signal without operating his own signal,reducing the speed of the train, or applying the brakes thereof, an'ZI-UtOIIHLtIC actuation of any one or all of the three mentionedoperations will take place and such operations will he recorded.

In the event that the engineer effects any of these ope-rations, such asa manual actuation of the handle 29, it will be apparent that when therecess d0 of the notch 30 comes into vertical alignment with the valverod 35 the latter will be forced dowwardly by the spring 37 to engagethe lower end of the rod in said recess. Thus should air pressure enterthe pipe 24, due to an actuation of the shaft 6, the valve 34 will bepositioned below the inlet port of the valve casing, as shown in Figure5, and consequently the air pressure will flow into the casing abovesaid piston and escape through the ports 38 and 41 without raising saidpiston with the result that the recording mechanism 42 would not beoperated.

What is claimed is:

1. In a train control system, the combination with a trackway contactelement, a signal, a throttle valve and the braking mechanism bf the tam; of a train carried apparatus including a second contact elementengageable with the first named contact element, a shaft movable in onedirection longitudinally of its axis by the engagement of said contactelements, a pressure control mechanism connected to the pressure supplyof said braking mechanism and through which said shaft extends, saidcontrol mechanism and shaft having cooperating means permitting thepassage of pressure through said mechanism when the shaft is moved bythe engagement of said contact elements, a plurality of pressure feedpipes extending from said control mechanism and successively suppliedwith pressuretherefrom, the entrance of pressure into said pipesdepending upon the extent of movement of said shaft, and an operatingmechanism for each of said signals, throttle valve and lira-kingmechanism each connected to one of said pipes and controlled by thepressure therein.

2. In a t rain control systennthe combination with a trackw-ay con-tactelement, a.

throttle valve and the braking mechanism of the train; of a traincarried apparatus including a second contact element engageab-le withthe first named contact element,

a shaft movable in one direction longitu dinally of its axis by theengagement of said contact elements, a pressure control mechanismconnected to the pressure supply of said braking mechanism and throughwhich said shaft extends, said control mechanism and shaft havingcooperating means permitting the passage of pressure through saidmechanism when the shaft is moved by'the' engagement of said contactelements, connections between said control mechanism and said throttlevalve and braking mechanism for individually controlling the operationsof the latter elements, the operation of each of which depends upon theextent of movement of said shaft,'springmeans for moving saic shaft inthe other direction following the operation of said signal to renderineffective said cooperating means, and fluid pressure means forretarding the last named movement of said shaft.

3. In a. train control system, the combination with an operating lever;of pressure con trol means for effecting the automatic operation of saidlever, said means including a cylinder, a piston therein, a valve casingin said cylinder, a valve therein for controlling the admission ofpressure into said cylinder to operate said piston, a piston rodconnection between said piston and lever, means for admitting pressureinto said casing for operating said valve, and means actuated by theoperation of said valve for recording each operation of said piston.

4. In a train control system, the combination with a manual andautomatically controlled operating lever; of pressure control means foreffecting the automatic operation of said lever, said means including acylinder, a piston therein, a valve casing in said cylinder, a valvetherein for controlling the admission of pressure into said cylinder tooperate said piston, a piston rod connection between said piston andlever, means for admitting pressure into said casing for operating saidvalve, means actuated by the operation of said valve for recording eachoperation of said piston, and cooperating means between said valve andpiston rod copnection for preventing the operation of said recordingmeans when said lever is manually operated.

5. In a train control system, the combina tion with a trackway contactelement, a throttle valve and the braking mechanism of the train; of atrain carried apparatus including a second contact element engageablewith the first named contact element, a shaft movable in one directionlongitudinally of its axis by engagement of said contact elements, saidshaft having a plurality of circumferential grooves therein, apressurecontrol mechanism connected to the pressure supply of said brakingmechanism and through which said shaft extends, said control mechanismhaving a plurality of passages therein with which certain of the groovesof said shaft successively register when said shaft is moved in saiddirection to permit the passage of pressure through said controlmechanism, and a plurality of connections between said control mechanismand throttle valve and braking mechanism for individually controllingthe operations of the latter elements, the operation of each of whichdepends upon the extent of movement of said shaft.

6. In a train control system, the combination with a trackway cont-actelement, a throttle valve and the braking mechanism of the train; of atrain carried apparatus including a second contact element engage ablewit-h the first named contact element, a shaft movable in one directionlongitudinally of its axis by en agement of said contact elements, saidshaft having a plurality of circumferential grooves therein, a pressurecontrol mechanisnr connected to the pressure supply of said brakingmechanism and through which said shaft extends, said control mechanismhaving a plurality of passages therein with which certain of the groovesof said shaft successively register when said shaft is moved in saiddirection to permit the passage of pressure through said controlmechanism, a valve carried by said shaft and operable thereby to controlthe passage of pressure through said passages, and a plurality ofconnections between said control mechanism and throttle valve andbraking mechanism for individually controlling the operations of thelatter elements, the operation. of each of which depends upon the extentof movement of said shaft.

In testimony whereof I have affixed my signature.

STOFFER ALLER SPANNINGA.-

